Electric railway signaling system.



PATBNTED MAY 28, 1907.

A. CASALE. ELECTRIC RAILWAY SIGNALING SYSTEM.

APPLICATION FILED JUNE 23. 1906.

3 SHEETSSHEET 1,.

A TTOR/VE Y5 PAT-BNTED MAY 28, A. GASALE. BLEGTRIG RAILWAY SIGNALING SYSTEM.

APPLIOATION FILED JUNE 23, 1906.

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WITNESSES.-

A TTOR/VE 1 5 No. 854,926. PATENTED MAY 28, 1907.

A.GASALE. ELECTRIC RAILWAY SIGNALING SYSTEM.

APPLICATION P ILED JUNE 23. 1906.

3 SHEETS-SHEET 3.

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J ATTORNEYS UNITED, STATES PATENT orn on."

ANTONIO-'CASALE, or SCRANTON, PENNSYLVANIA.

To all whom it may concern.-

Be it knownthat I, AN'roN1o Cl sALE, a citizen of the United States, residing at Scranton, in the-county of Lackawanna and State of Pennsylvania, have invented a new and'iuseful Electric Railway Signaling System, of which the following is a specification.

Thls invention-relates to a system "and apparatus for controlling railway traffic.

The principal object of the invention'is to provide means whereby on the approach of two trains Within a danger limit, a warning the same direction.

the pole changing switch. Fig. 4 is a side ance-with the invention.

signal will be sounded in the cab of, both trains, or any suitable mechanism will beo erated for the purpose of reversi the engine, or

A ful iar objectof the invention is toprovide a simple means whereby the polarity of the lines may be changed in order that'communication may be established with trains throttling the steam,

traveling in opposite directions and in the- I is a general diagram of a railway signaling system constructed and arranged in accord- Fig. 2 is a similar View, showing the positions of the pole changing switches on two trains traveling in Fig. 3 is a plan view of elevation of the sam Similar numerals of reference are employed to indicate corresponding parts throughout the several figuresof the draw- 'lllgS.

In carrying out the invention, the traflic rails 10, 10 are bonded in order to form con tmuous conductors, and at crosslngs; frogs,

and like places, the bonding wires are preferably arranged to extend underground. Be-

tween the traflic rails, or at one side thereof is arranged a continuous conductor 11-wh1ch may be mounted on suitable supports 12, so

as to maintain a level approximately the Specification of Letters J ?atent. Application filed June 23, 1906. semi No. 323.097r

applying the brakes.-

. tion with t other objects in view, as-

these are connected ELECTRIC RAILWAY SIGNALING-SYSTEM.

'- Patented ma as, 1907.

continuous conductor is,- also, carried under:

ground at railway crossings, frogs and other obstructions.

To the locomotive, o r't'o one of the cars of the train is s'ecuredthreedepending contact rollers or brushes,'these contacts 18, 19 and same-as the treads of the traflie'rails This' 20 being insulatedfrom each otherand traveling on the traflic rails, and on the continu-' ous, conductor.-

Each' train, also, carries a.

source of energy such, for instance, asa bat te'ry 21, and a safety device 22, which, in the present instance, is shown, in the form of an p ordinary electric alarm bell, 'althoughit may bein the nature of a visual signal, or'means' may be em loyed in place of, "or in connecbrakes. I

'On thecab of each locomotive is a switch board 24 having two binding posts-26 and 27 which are' connected, respectively, to the.

e bell for operating the throttle lever, the reversing lever, 'or applyin'g the 1 positive and negative polesof the. battery. i 1

The switchboard also' carries-binding posts 28, 29 and '30,,which'a're electrically connected to the traveling contacts l8, 19 and I 20, respectively.

Connected to the binding posts 26 and 2,7-

are two pilvotally mounted switch blades 31- and 32 w material, and these switch blades are simultaneously moved, so that the dpositive the battery may be connecte tothe'bmding post or contact 28 or 29, while the negative pole of the battery may be connected to the indingpost or contact 29 or 30; .,Under normal conditions,'the blades 31and'32 are;

held in engagement with the contacts; '28 and 29, respectively,

ole of.

this being the position in ch are connected to each other by a suitable cross bar 33 formed of insulating which the batteries andbells-of trains. 'ap

proaching each other will be connected in se-- ries, and When said trains approach'withina danger limit, and th resistance of the traffic- IOO rails and'continuous conductor arere'dn ced- I to a sufiicient extent, the safety devices of,

the trains will be-operated.

Leading from the binding which are insulated from ea and 39, respectively, these blades'being connected to each other by, a cross bar or link 40. The free ends of the blades are movable into engagement with contacts 41, 42 and 43, respectively, these contacts being electrically posts 26-aIrd-27," respectively, are metallic strips 36 andj'37- ch; other, and 'to pivoted switch blades 38 I i o connected to the binding posts 28, 29 and 30, l munication, the circuit being readily traced respectively. The blades 38- and 39 are moved to one position for placing the contact 28 in electrical connection with the negative pole of the battery, and contact 29 in communication with the positive pole thereof, or when in the other position, the negative pole of the battery may be connected to the contact 29, and the positive pole to the contact 30, it being possible by the aid of this pole changing mechanism to connect any one of the road bed conductors, i. e., the traffic rail and the central conductor, with either the positive or the negative pole, andlanother one of said road bed conductors with the oppo-.

site pole.

When the parts are in the position illus-' trated in Fig. 1, the threetrains A, B and C are in communication with each other. Starting fron the ositive pole of the battery 21 of train A, t e circuit may be traced though wire to the safety device'22, bind ing post 26, switch blade'SS, contact 42, wire 52, traveling contact 19, continuous conductor 11 to both trains B andC where the current flows up through the wire 52 of each train to binding post 29, switch-blade 32.

binding post 2?,wire 54 to the negative pole of the train battery, thence by wire 50, safety device 22, wire 53, binding posts 26, switc 1 blade 31, wire 56, traffic rail 10, back to train.

A, traveling contactlS of train A, wire 57, binding post 41, switch blade 39-, binding post 27 wire 54 to the negative oleof the attery of .train A, so that the sa et device of each train will be actuated if t e three trains approach within a danger limit.

Thetwo trains A and B which are traveling toward each other have their batteries connected in series, while the batteries of trains B and C are in 0 position, and under these conditions the sa ety device of train C will not be operated unless it followed train B so closely as to also a proach within a pre determined distance of t e train A.

To provide for the operation of safet devices of trains traveling in the same irection, the le changing switch may be adjusted in t e manner shown in Fig. 2, where the two trains D and E are placed in comfrom the ositive pole of the battery of train D throng the safety device and switch to the continuous conductor 11, thence to train E through the switch to the negative pole of the battery of train E, the safety device of the latter, and through the switch of train E to the trafiic rail 10, thence to train D and through the switch of the latter to the negative pole of the battery, thus connecting the batteries and safety devices of both trains in In some cases two conductors, 111- series; stead of the three conductors, may be employed and the apparatus may be used to es tablish telephonic or telegraphic communic ation between trains, or between the trains and the stations along the line.

Iclaim:

In a system of the class described, three continuous road bed conductors arranged in parallel relation, three traveling contacts carried by each train and engaging the respective conductors, switch points to which the three contacts are electrically connected on each train, the switch points each having a laterally extended portion, a source of electrical energy, and an alarm on each train, and a pair of double throw ole reversing switches, each having one enc connected to the terminals of the source of energy, the switches being movable independently of each other, one to engage any two of the switch oints, and the otherto engage any two of t e laterall extended portions of such switch points, w ereby either ole of the source of energy may be electrica ly connected to any one of the road bed conductors, and the other pole connected to any of the other road bed conductors, thereby permitting the closing of circuits between a train running ahead, running backward, or standing, with other trains moving in either direction.

In testimony that I claim the foregoing as my own, I have hereto aflixed my signature in the presence of two witnesses.

ANTONIO, CASALE. 

